Railroad-crossing



2 Sheets--Sheet l.

(No Model.)

' S. J. AUSTIN.

RAILROAD CROSSING. No. 533,774. Patented Feb. 5` 1895.

(No Model.) 2 Sheets-sheet 2. S. J. AUSTEN. RAILROAD CROSSING.

No. 533,774. Patented Feb. 5, 1895.

nomas Fergus cc. mom-umn., ummm risica.

PATENT STEPHEN J'. AUSTIN, OF TERRE HAUTE, INDIANA.

RAlLROAD-CROSSINCL SPECIFICATION forming pariof Letters Patent No. 583,774, datedFebruary 5, 1895.

. Application filed March 10, 1 894-..

To @ZZ whom t may concert/r Be it known that I, STEPHENJ. AUSTIN, of Terre Haute, in the county of Vigo and State of Indiana, have invented certain new and useful Improvements in Railroad-Crossings, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification.

The object of this invention is to provide an improved crossing for railway tracks, the

lines of which tracks are approximately at i right angles to each other, which crossing shall permit of the passage of a train on either line, on a continuons track, the remaining line track being broken during such passage et the train on the first track.

This invention consists in the construction, arrangement, and combination of parts, hereinafter set forth, pointed out in my claims, p

and illustrated by the accompanying drawings, in which* Fignre I is a plan view, showing the parts in position to permit the passage of cars in a given line, in either direction. Fig. II is an enlarged,transverse sectional elevation 0n the line II-IL of Fig. I. Fig. III is a plan view, showing the parts in position to permit the passage of cars in a direction transversely of that shown in Fig. I. Fig. IV is a transverse, sectional elevation on the line lV-IV of Fig. III ,Fig V is a side elevation of means for mechanieally actuating the operating parts.

In the construction of the crossing, as shown, the numerals IO, Il, designate sleepers, and 12, 13, the end portions of rigid track rails `which are separated a distance equal to the gage of the track which traverses the same. Fitted between each pair of rails 12, 13, in alignment therewith and forming a portion of the track thereof, and two rail sections 14, I5, which said sections are pivotally connected at their centers to the sleepers IO, Il, as will hereinafter be made plain. The flan ges of the rail sections I4, 15, are connected by means of a rod 16, the ends ot which rod are pivotally connected to said flanges at points approximately midway between the pivots of the rail sections and the adjacent ends of the rails 13, 13.

Sleepers I7, I8, are positioned at right angles to and between the sleepers 10, 1I, which Serial No. 503,109. (No model.)

said sleepers 17, 18, form supports for rail sections I9, 20, respectively, which said rail sections are pivotally mounted at their centers, (as hereinafter explained) on said sleepers and are ot' a length corresponding to the gage of the track previously described. The anges ot the rail sections I9, 20, are connected by means of a rod 2l, the ends of which rod are pivotally connected to said flanges at points approximately midway between the pivots of the rail sections and the adjacent ends of rigid rails, 22, 22 which are in alignment, at times, with said sections,

and when in such alignment form the transverse track.

In Fig. I the track tirst described herein is shown continuous, in condition and position for the passage of cars, and, therefore, the rail sections 19, 20, form oblique angles thereto; butin Fig. III the positions are reversed, the rails 22, 23,and rail sections 19, 2O conjunctively forming the continuons track, the rail sections I4, l5, being at oblique angles thereto.

The rods I6, 20, cross each other, and are respectively arched upward and downward, to avoid interference, one with the other.

Pivotally connected to one flange of the rail section 19, at a point approximately inidway between the pivot of said rail section and the adjacent end of the rail 23, is a rod 24, the oppositeend of which rod is pivotally fixed to one end of a lever 25, fulcrumed on the end portion of the sleeper l0 outside of the rail 23, the opposite end of which lever 25 is secured to one end of a rod 26, (Figs. III and V). The rod 26 is connected with a lever 26 fulcrnmed on a suitable lsupport and connected with a hinged tread plate 27, (Fig. V,) located at the side of the rail 12 at a distance from the crossing.

The tread plate 27 is normally in position slightly inclined toward the crossing, and is adapted to be depressed by the tread of the car wheels approaching the crossing, as shown by dotted lines, by this means acting through the lever 26a and the rod 28 to oscillate the lever 25, reciprocating the rod 2l and turning the rail sections 19, 20, into alignment with the rigid rails22, 23.

A rod 28 is pivoted at one end to the flange of the rail section I9, opposite to the rod 24:,

ICO

IOV

the opposite end of said rod 28 being pivotally secured to the convergent ends of two rods 29, 30, which said rods 29, 30, are fixed, respectively, to the rail section 14, at equal distances from the pivot and on opposite sides thereof. Y Y

It will be observed that the rods 29, 30, conjunctively form a lever, which, when the rail section 19 is rotated, is acted upon by the rod 28 and rotate the rail section 14. In this man- Yner the'four rail sections are conjunctively operated, the 'rail sections 14, 15, being always parallel, and the rail sections 19, 20, being also always parallel and at oblique angles to the sections 14, 15.

Itis obvious that either of the rails 22, 23, should be provided with a tread plate 27 and Y mechanism connecting the same with the rail sections, in order that said sections may be yoperated'by the car wheels on the transverse track, but I have not deemed it necessary to illustrate the same.

Itis apparent that the lever 25 may be attached to arswitch stand, adapted for either mechanical or manual operation, as desired, and that other devices may be employed to rotate the rail sections; but such devices or any different arrangement thereof cannot alter my invention and would be simply alternative forms of the devices herein de- Y scribed.

The pivotal connection between the rail sections and their sleepersY are identical in form and constructed as follows: Referring to Fig. II, it will be observed that a base plate 31 is fixed to the sleeper 10 by bolts 32, 33, which base plate is provided with an annular ring 34, in its upper face, and a central circular depression within said ring. A cap plate 35 is located above the base plate 31, and is provided with a lower face having an annular depression, and a central circular hub 36 mating with the upper face of the base plate 31. A depression or seat 37 is formed in the center of the upper face of the cap plate 35, and central aligning apertures are formed in the two plates, a bolt or pivotal pin 38 being seated in said depression and passed through said apertures, which bolt is ylulole relative thereto.

the upper portion of the cap plate 35, in which provided with a nut 39 and connects said two plates loosely. The base plate 31 is at all times stationary, the capplate 35 being revo- A chair is formed on the rail section is seated, iianges 40, 40, overlapping the flanges 41, 41, of the rail section, and lag screws 42, 42, seated in said flanges Yand in the cap plate rigidly connect the same,

thus insuring the rail sections against longitudinal movement.

I claim as my invention-r 1. In a railway crossingfa given track, a track traversing the ti-rstrsaid track, pivoted rail sections in each of said tracks, one set of said sections being normally in alignment with its track, the remaining set of sections ating lever fulcrumed adjacent to one of said transverse rail sections and connected therewith, and connections between one of said transverse sections and one of the rst said sections, whereby in the operation of said le- Yver all of said sections are conjunctively 0perated.

3. In a railwayv crossing, a rail pivot comprising a base plate having an annular ring, and a central depression, a cap plate having an annular depression receiving the ring, a circular hub fitting the central depression of the base plate, a central seat and a chair, and a pivot bolt whereby the base plate and cap plate are connected together; substantially as set forth.

STEPHEN J. AUSTIN.

In presence of- A. M. EBnRsoLE, C. G. EDUARDS. 

